AC 150/5]00-1 

### J CHG 12 the siting and orienlalion of the visual screen. The **vi~'Ulll** scroen may have adveroe affecl.3 on navig11tional aids if il is r.ot sited properly. The uniqueness and complexity 

### of the airport siting environment rcquire3 that all **inBtaUation~** 

### be addressed on a case-by-<:ase **b83i~,** !10 **mitigatioo~** 

### can be developed to cruvre the **in.~tallation** of the: visual scrcon does oo r signir1cantly navigational aid pcrfonnanoo. (a) Approach **Lt~t** Plane. No part of the visual screen may penciJ'atc the approach light plane. 

### (b) Radar Interference. Research has shown that a visual screen erected on an airport equipped with Airport Surfa<.:e Detection Hquipmenl (ASOI..l) may reflect **signal~** 

### that are **adve~e** to the ASDE o

peratioo . To avoid 

### this, the visual screen should be tilted backJaway (on the side facing the ASDfi) 12 degrees(± I 0 ) . **Thi~** will rrunimitc or olil"tli.D&te false radar 1/3/08 targets generated by reflections off the screen surface . Ex¢mple& of this tilting are **~hown** in figure 4-18 . (c) lnitrumcnt Landing Syatem (ILS) Interference. Research hal! **~hown** that the **rre.~ence** of visual screens on a runway inatrurocnt.cd wilb an !LS system (localiur and glide alopo) will generally not affect or interfere with the operation of the system . An analyais must be performed for glide slopes , especially null roforonco glide **slope~.** prior lo the installation of tho screens . The uniqueness and complexity of the airport siting environment requires that all installations be addressed on 

### a case-by-case **ba.~is,** w rrutigations can be developed to ensure the installation of the visual screen doe; not significantly impact the performAnce of lhtl ILS . 

### 416. to 

### 499. RESERVKD. Table 

### 4-1. Taxiway dimensional standards

J8 ITEM DIM AIRPLANF. DESIGN GROUP 

### ll I II lll IV y Vl Tax i w

a y Width w 25ft 

### Jsn 

## son 41 75 

### n 1s 

### n 100 

### n 7.5 m 10.5m 15m1/ 23m 23m 30m Twwa y F.dge Safety Morgin J.j H\ 

## 1.s n **10ft~ /**  1s 

### n 15 1\ 20ft 1.5 TO 2.25 TO 3 en 

### 11 4.5 en 4.5 en 1\m TuiwA y Pavement Fillet

- Refer \o Table 4-2 - Conflgll111tion TUIWI Y Shoulder Width 10 ft I0 ft 20 ft

**2~** ft **35ft~ 0ft~/**  Jro :len 6m 7.5 m \0.5
**m~** 1 2m il Tll..Xiway Safely Area Width 11

**<~9** 

### n 79 1\ 11s 

### n 171 1\ 214 

## n 262' f\ 15m 24m J6 TO 52 ro 65 en 80 en Tniway Object flrcc **Are~~** Wiulb 8911 131 11 186 ll 259 

### n 320ft 386 f\ 27m 40m 57 m 79 m 97 m 11 8m T

axiiD.IIe Ohjoct Free Area Width 79ft 11 

## sft 162ft

**22~** ft 276ft 334ft 24m 35m 49m 68 ID 84 [11 102m 

### 11 U:tters **~.:orrc~pond** to the dimensions on 

### figures 2-J IUld 

### 4-l. 

### Z

l For ai rplanes in A irplanc Desi gn Group Ill with 

### a wheelbase equal to or greater than 60 feet ( 18 m), the standard Ulxiway width is 60 feet ( 18 m) . 

### 21 The taxiway edge safety margin is the minimum acceptable distance between the outside of the airplane wheels 

### a nO. the pavement edge.

**I** Por airplanes in Airplane Design Group lll with a wheelbase equol to or greater than 60 feet ( 18 m), the taltiway edge safety margin is 1 S feet (4.5 m ).

**~I** Airplanes in Airplane Design Groups V and Vl normally requiro **stnbili~d** or paved taxiway shoulder **surf~es**

**.** C-onsideration should be given to ob ject3 ocar runway/taxiway/la;(iJaoe intcrsoctlons, which can be impacted by exboust wake from a turni ng oircrnft. The values obtained from the following equations 

### may be used to show that a modification of **~tandards** will provide an **~ceplllble** level of **~fety**

**.** Refer to puagrapb 6 for guidance oo modification of **~tandards** requirements. Taxiway safety aro11 width equals the ai rplane Wingllpan; Tax iwa y OFA width
**equa l~**  

### 1.4 times ai rplane wingspan
**plu~** 

### 20 feet 

### (6 m ); and Taxilane OFA width equals 

### I.2 

### times airplane wingspan plus 

### 20 feet 

### (6 m) . Chap 4